Injection pump governor



Sept. l, 1942. B. LoEl-FLER INJEcTIou UMP Govmmon Filed Nov. 1. 19:59

7 sheets-sheet 1 Filed Nov. l, 1959 7 Sheets-Sheet 2 ATTORNEYS Sept. i, 1942. l B. LOEFFLER 2,294,469-

l INJECTION PUMP GOVERNOR 4 y Filed Nov. 1, 1959 '7 sheds-sheet 3 mvENToR 5mm/0 aff/vf? ATTORNEYS Sept- ,1, 1942. B. LOEFFLER 2,294,469

INJECTION PUMP GOVERNOR Filed Nov. l, 1939 f4 j JW '7 Sheets-Sheet 4 www ATTORNEY)` Septgl, 1942. B, LOEFFLER l 2,294,469

INJECTION PUMP GOVERNOR Filed Nov. 1, 1939 7 Sheets-Sheet 5 @fai ATTO R N EYS Sept' l 1942 B. LOEFFLER 2,294,469

INJECTION PUMP GOVERNOR Filed Nov. 1, 1959 '7 Sheets-Sheet 6 asv/WM? Guru! ATTO R N EYS sept. 1, 1942.

v B. LQEFFLER INJECTION PUMP GOVERNOR Filed Nov. l, 1939 '7 Sheets-Sheet '7 ATTORNEYS Patented Sept. V1, 1942 INJECTION PUMP .GOVERNOR Bruno 4Loeller, West New York, N. J., assignor to Mack Manufacturing Corporation, Long Island City, N. Y., a corporation of Delaware Application November 1, 1939, Serial No. 302,302

8 Claims.

The present invention relates to governor mechanisms and embodies, more specifically, an improved governor for fuel injection pumps such, for example, as usedin connection with Diesel engines.

In Diesel -engine operation it is commonly known that complete combustion is extremely diicult to obtain under all operating conditions. In fact, the attainment ofl proper air and fuel mixtures has always presented great didiculties in Diesel engine operation.

Whether the engine aspirates naturally or is supercharged, this difficulty is confronted. If the throttle setting is such as to afford the optimum air-fuel ratio at maximum engine speed, loss of power results at lower speeds because at such speeds there is an excess of air. If the fuel feed setting ishigher, there will be an excess of fuel at high speed and smoking will result.

An object ofv the invention, accordingly, is to provide a mechanism by means of which the fuel feed is controlled in such fashion as to provide a correct' ratio of air and fuel under all operating..f

conditions.

A further object of the/invention is to provide mechanisirLhy/means of which the supply of fuel to/an engine may be controlled so that, at the maximum setting of the control at any given speed, too much fuel will not be delivered for proper combustion.

A further .object of the invention is to provide a mechanism of the above character by means of which maximum use of the available air that is required by the power demand on the engine is accomplished. In other Words, the invention proposes to insure optimum air-fuel ratio at all speeds.

A further object of the invention is to provide operating mechanism for an injection pump governor in which the mechanism is relieved of spring loads.

A further object of the invention is to provide a mechanism of the above character-wherein the pump control rod is controlled for shut-off as well ,as maximum power conditions.

A further object of the invention is to provide a mechanism of the above character wherein one set of weights serves as a control for high speed, idling, and torque control.

Yet another object of the invention is to provide mechanism of the above character wherein separate springs are provided for high and low speeds, thu.. 'affording more exact response to the engine under all operating conditions.

Cil

as it is described in greater detail in connection `with the accompanying drawings, wherein:

Fig. lis a view in vertical section, taken on line Iv-l of Fig. 4, this view illustrating the drive and related control elements of one form of the invention.

' Fig. 1-a is a detail view showing the control rod stop.

Other objects of the invention will be apparent Fig. 2 is a view in section taken ion line 2,-2 of Fig. l, being aview in transverse section and showing certain of the operating elements.

Fig. 3 is a View in'section, taken on line 3-3 of Fig'. 1 and showing ijlielgl'rspeedspringand`VV related operating parts.

Fig. 4 is a view in section taken on line 4-5 of Fig. 1 and showing the shut-olf mechanism.

Fig. 5 is a View in vertical section taken on line 5-5 of Fig. 2. f

Fig. 6 is a view in horizontal section taken on line li--B of Fig. l and vlooking in the direction of the arrows. l

Fig. 7 is a view in horizontal section taken on /the broken line 1--1 of Fig. 1 and looking in the direction of the arrows.

Fig. 8 is a plan view of the device.

Fig. 9 is a chart showing fuel and air curves for an engine aspirating normally.

Fig. 10 is a chart similar to Fig. 9 charged engine.

Before referring specifically' to the mechanism shown in Figs. 1-8, the curves of Figs. 9 vand 1,0 will be discussed. In Fig. 9, the air and fuel curves for a naturally asprating engine are shown. Since the air is a function of the engine cylinder displacement, the ideal air .curve is a straightline as shown at a. However, because of heating, wire drawing, etc., volumetric losses cause the curve to assume the form shown at b. At any given speed the ratio of the actual air to the ideal air is the volumetric efciency.

The curve I in Fig. 9 represents the amount of fuel thatcould be completely burned in the ideal air, .curves I and a representing the ideal conditions of a constant air-fuel ratio. For a given pump setting, fuel curves as a function of speed are essentially straight lines. 1

Since the actual amount of air will not support complete combustion of the amount of fuel represented by the curve l, incomplete combustion and smoking results. The portion of the fuel for a supernot burned is represented by the shaded area be- However, if a lower'fuel setting is used as ini dicated by curve 3 in Fig. 9, although at maximum engine speed the optimum air-fuel ratio is attained, vfor lower speeds there is an excess of air, and there thus results loss of power over that attainable with more favorable air-fuel ratios. The sectioned area between curves 2 and 3 represents this excess air condition and is` a measure of the loss of power that might be delivered with a proper fuel curve.

In Fig. 10, the foregoing conditions are illus- 1 trated with a supercharged engine. The ideal air curve is shown at a' and the ideal fuel curve at I. Curves c and c' indicate the air supply for two conditions of supercharging. The curve d illustrates the fuel rate for a setting that will give the desired air-fuel ratio at maximum speed. At lower speeds an excess air condition exists and the sectioned area between curve d and the curve e represents the loss due to failure to attain the full benefits of supercharging. The curve e shows the variable fuel rate for eflicient `use ofthe air under conditions of supercharging. Curve f illustrates the effect of using a greater pump discharge to take advantage of supercharging at lower speeds. The result is incomplete burning as illustrated between curves e and f.

Referring now to Figs 1-8, there is illustrated ing in faulty burning. 'Ihenlewlwres the maximum use of the available air w en sucfr is required by the power demand.

The device is shownas being provided with a casing II in which a drive shaft I2 is journaled at I3 (Fig. 1). The drive shaft carries a gear I4 which is preferably driven by the shaft through a yielding connection I5 (Fig. 4) to prevent vibration from affecting the operation of the device. In order to prevent condensation within the casing, a breather is provided including a cover II and lter I I2.

Gear I4 engages a pinion I6 on a shaft I1 journaled in the casing at I8. Theshaft I1 carries centrifugal weights I9 which, when the speed of the shaft and driving mechanism increases, move outwardly to advance a sleeve 20 to the left as viewed in Fig. l. Sleeve 20 is provided with a thrust collar 2| that engages a bifurcated arm 22 fixed to a shaft 23 (Fig. 2). The shaft 23 is provided with a ball step bearing 24 and needle bearings 25 and is further provided with a plurality of arms 26, 21 and 28 `(Figs. 2, 5 and 7).

The arm 26 engages the idling speed spring 28 (Fig. 1) which is provided withv an adjustable spring seat 30. The arm 26 is also provided with a pin 3I (Fig. 2) upon which a-lever. 32 is journaled. One end of the lever 32 is bifurcated at 33 to receive a crank pin 34 mounted eccentrically upon a throttle shaft 35 providedwith an operating lever 36 controlled by the vehicle operator.V

The other end' of lever 32 is pivoted to an extension 31 of an injection pump control-rod 38 (Fig. 1).

The arm 21 is provided with a head 38 (Fig. 3)

. adapted to engage a cap 48 mounted on a high speed spring 4I, also provided with an adjustable seat 42. The cap 40 is held captive by a boss 43 formed in the casing so that arm 21 will not engage the high speed spring during low speed operation of the engine.

The arm 28 is pivoted to one end of a drag link 44 the other end of which is journaled'at 45 to a pin carried by a cam plates 41 (Fig. 7).

The drag link is adjustable as illustrated at 48 and the cam plate 41 is pivoted at 48 to the casing.

The cam plate 41 is formed with a cam 5l (Fig. 7) that lies in the path of movement of a roller 5I journaled on the pump control rod 38. This mechanism is the maximum torquemechanism which will be referred to in greater detail hereinafter.

In order to shut off the engine fuel supply, the control rod 38 is provided with a pin 52, adapted to be engaged by an arm 53 carried by a manually operable shaft 54 and provided with a spring 55 normally urging the arm 53 away from the pin 52 (Fig. 1 and Fig. 4)

'Ihe control rod is provided with a stop as illustrated in Fig. l--A. 'I'his mechanism is on the opposite side of the fuel injection pump from the governor mechanism shown in Figs. 1-8, and, in Fig. l-A thecontrol rod is again shown at 38. It is provided with a cap 56 that is adapted to seat against the fuel injection pump 51. The cap is provided with an adjustable plate Lthgaded/-f wmf while the cam provides a maximum fuel stopET The operation of t e`go rnor may be described in connection with seven dis incteeperations as follows:

For lxed throttle position with the speed increasing, as, for example, by a falling off of the 4 load with the fixed throtue setting, the weights I 9 are moved further away from the shaft I1, thus moving the sleeve 20 toward the left and. through the yoke 22, moving the shaft 2.3 in a counter-clockwise directicn as viewed in Fig. 7. This action compresses the idle spring 28, as well as the high speed spring 4I through the arms 26 y tion. causing the speed to be reduced until equilibrium is established between the load, speed and the fuel supply.

For fixed throttle with decreasing speed, as, for example, where there is an increase of load, the foregoing operations occur in a reverse direction to increase the fuel supply, provided the load is not an overload in which case the roller 5I engages the cam 50.

For constant speed with an increase of fuel feed, manipulationof the throttle lever 36 to increase the fuel feed to carry a greater load at the same speed causes the shaft 35 to be moved ina clockwise direction. as viewed in Fig. 8, moving the pin 34 to the left, as viewed in Fig. 7. The lever 32v now pivots at 3l on the arm 26 which, at this time, is fixed, causing a clockwise movement of the lever 32 to move the control rod 38 to the right to increase the fuel feed.

With a constant speed and' decrease of fuel feed the motions are the same as those just described but in the reverse direction.

For idling of the engine, the arm 21 does notl spring 29.

` same speeds .(excepting, of course. and pump control parts).

' should-be so proportioned that for maximum i mayalsobe used to limit the engine rating.

' ing coupling prevents the transmission of shocks claims. "Iclaimz' 1. A governorcomprising speed respons'iv'ee;5 means,-.enginedriven means to drive the speed a 'manual throttle control mechanism connected means.

responsive 'means, control means,

engage the spring 4i and the forces of the means and actuated by said speedresponsive governor weights are thus resistedA only by the Proper idling speed is obtained by adjustment of the spring seat 30. The speed isl increased by turning the screw into the casing. 5

To sh'utpi the engine, the `shaft 54 is turned to rotate the arm 53 in a-couriter-clockwise direction in Fig. 1. This causes the arm y53 to strike the pin 52 and move the control rod 38 to the left, compressing the idle spring and shutting 10 oi the fuel supply to stop .the engine. For motoring orcoasting, as for instance,

.when the wheelsdrive the engine, the throttle is closed. As the engine turns above idle speed,

the action of the governor weights'is to reduce 15 the .fuel supply still further, 'thus utilizing the full braking action of an engine in compression.

- It will be observed that. the component parts of the governor lassume identical positions e. at the the tnrotue The cam surface 5l! power, the optimum air-fuel ratio obtains at all speeds. Moreover, the shape of the cam surface It will'be observed that the mechanism aords 'one set -of weights to control high speed, idling, and the torque control mechanism. Moreover, in this mechanism,

.through the operating lever.

the spring load is not carried A further feature of importance is the control of the travel of the injection pump control` rod for shut-ollas well as formaximum power.

In the governor drive mechanism, the yieldand vibration to the governor. The governor is independently lubricated and condensation is prevented by means of the breather, hereinabovedescribed.

' wnne the .invention has been described with 40 specific referencelto the above drawings, it is not to be limitedlsave asdeflne'd in the appended ing a control surface, means on. the control 50 means adapted'to enageth'e controll surface,

and means actuated by the speed responsive means to operate the pivoted plate to limit actuation ofthe control means by the speed responsive speed 4responsive to drive thespeed link means V6 mms t0.

' 2. A governor comprising means, .engine driven means actuated by the speed operate the control means, a pivoted plate having Q the control means means to limit actuation of the control means by the speed responsive means. l A3. A governor comprising speed responsive means. engine driven means to drive .the speed responsive means, fuel supply control means actuatable .at 'least in "part by` the'speed responsive t of said. speed responassociated with said control tor said throttle', and

' .fuel feed position obtainable by said control rod.

" speed responsive end oi` the arm to resist .the operation of the speed responsive means, a pivot on the arm, a

. speed responsive means.

means to vary in accordance to the speed lof the engine the maximum fuel supply position obtainable by said control means.

'LA 'governor comprisingv speed responsive means, engine -driven means to drive'the speed responsive means, fuel supply control meanslink' means actuated by the speed responsive means to 'operate the control means', a' plurality od yield ving meansto resist movement of the control 4means by the speed responsive means when' actuated in response to' increase in engine speed, a

.manual throttle control mechanism, means/to connect .the manual mechanism to said link means to modify the-action of the speed responfor diierent speeds of the engine.

5.'An engine governor comprising speed responsive means, a manual throttle, a fuel control rod, a pair ofA elements pivoted together, one of said elements being connectedat spaced points said control rod and the other orf said elements speed responsive #means for movement thereby 'to modify the throttle control in accordance. to

engine speed, and means having a. control 'surface movable relative to said control rod by s'aid speed .responsive means to vary the 6. An engine governorv comprising speed re- .psponsiv'emeans a pivoted arm actuated bythe speed responsive means, a spring engaged by the endof the arm to resist the operation of the speed responsive means, 4a.- pivot onthe arm, a

lever pivoted intermediate its ends on the pivot,

' a manual throttle control mechanism connected to one end of the lever, .and a fuel control rod -connected to the otherY end of the lever.

. 'I.` An engine governor comprising speed responsive means, a pivoted arm actuated bythe arm, a spring engaged by the lever pivoted inte odiate lits ends on the pivot,

to one end ofthe lever, a fuel control rod connected tothe other end of the lever,: asecond arm actuated lby the speed Aresponsive mecha- 8; An engine governor comprising speed responsive means, a pivoted arm actuated by the speed responsive arm, a spring engaged. .by the end of the arm to resist the operationv of the a pivot on the arm,a lever lpivoted intermediate its ends on'the pivot, a manual throttle controlmechanism connected to'one end of the lever, a fuel'eontrol rod connected to the other endof the lever, a second armactuated by the speed responsive mechanismj, a second lspring adapted'to be engaged by ,'-the second arm, means to provide for. lost -motionA between-the second arm and the second spring. a third arm actuated by the speed responsive mec and means operated-by the wenn to limit the motion of the' fuel control BRuNo Losanna.

being vconnected to lsaid 

